Road-wagon



(N0 Model.) 2 SheebS-Sheet 1.

J. s. DENNY. A

ROAD WAGON.

No. 303,499. y Patented Aug. 12, 1884.

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(No Model.) 2 Sheets-Sheet 2.

' J. S. DENNY.

ROAD WAGON.

N0. 303,499. Patented Aug. 12, 1884.

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JOHN S. DENNY, OF CAMPBELLSBURG, INDIANA.

ROAD-WAGON.

.CPi-ICATON forming part of Letters Patent No. 303,499, dated August 12, 1884.

Application filed March 20, 1884.

To all 07110111l it moy concern:

Be it known that l, JOHN S. DENNY, a citi- Zen of the United States, residing at Campbellsburg, in the county of Vashingtou and State of Indiana, have invented a new andl useful Road-Vagon, of which, in connection with the annexed drawings, the following is a specification.

My invention relates to road-wagons operated by hand, and it consists, first, in a fourwheeled wagon having a rear driving-axle shaft and rear traction-wheels; second, in a four-wheeled wagon having adjustable means for changing the speed of the rear tractionwheels; and, third, in a four-wheeled wagonhaving adjustable means for horizontally swinging the front axle in order to guide the wagon in curves, and means for automatic adjustment of the traction -wheels upon their driving-axle while the wagon is running along curves.

In the accompanying drawings, Figure l is a verticallongitudinal section in the line x .t of Fig. 2. Fig. 2 is a top view ofthe wagon, a portion being broken away to expose parts below. Fig. 3 is a vertical transverse section in the line y y of Fig. 2. Figs. 4, 5, 6 are three diagi-ams representing three different positions of the intermediate driving-gear, as will be hereinafter described. Fig. 7 is a cross-section of the driving-axle andan elevation of a portion of one of the traction-wheels, and the connection between the same and said wheel.

A in the drawings represents a suitable oblong wagon-frame; B B, front and rear axles; C, driving and speeding mechanism comprising numerous parts hereinafter specifically designated by letters of reference, and D a hand-lever frame for operating the wagon. The front axle, B, swings on a king-bolt, b, of the frame A, and is provided with two wagonwheels, b', of ordinary construction. A connecting-rod, E, pivoted at c to the axle B, and at c to the end of a vertical hand-lever, F, serves to keep the said axle in the desired position, which maybe either that shown in full black lines or in dotted lines, and which dot' ted position may be the reverse of that shown. The lever F is pivoted at f to the frame A, and is held in any position, either vertical or (No model.)

inclined, by means of a notched sector, F, on

the frame A, and is prevented from leaving the notch it should occupy by a bail-spring, f, in frontof it, which spring is suitably fastene. to the frame A. The number of notches f2 in the sector F is optional, but should not be less than three, one for the straight, and

one wheel may revolve forward faster than the other in turning curves, and much of the friction between the wheels and the ground experienced from per manently-tstened Wh eels is avoided. The axle B of the wagon revolves in suitable bearings, b, below the 'frame A, and is provided with two toothed wheels, H I, of unequal diameters, and which alternately receive motion from two other similar wheels, H I, fitted loosely on a square shaft, J, having crank-arms on its ends. The shaft J is suitably hung in bearings j, below the frame A, and its crank-arms j are operated by means of connecting-rods k and hand-levers K, the hand-levers K being pivoted at k to standards k2 on the frame A, and connected by a round bar, k, to 'which the operator applies his hands. The wheels H l are fastened to or formed with a sleeve, L,which loosely fits the square shaft J, and is moved along it by means of a hand-lever, M. This handlever is suitably pivoted at m to a cross-bar, c, of the frame A, and is provided with aforked head, m', having horizontal pins m2, which latter are placed in an annular groove, Z, in the sleeve be moved to and retained in three different 103 .ascending hills.

positions, as represented by the diagram, Figs. 4 5, 6. Thus, according to Fig. 4, the Wagon is moved at a high speed. In Fig. 5 the wheels are shown disconnected in order that' the wagon may run without impediment and without unnecessary Wear of the operating mechanism, and in Fig. 6 the wheels are so geared as to produce a low speed of the Wagon. The iirst position will be suitable for travel on level roads,where high speed can be used with comparatively little power. The second position will suit travel on a slight downwardlyinclined road,where the wagon may be allowed to run without being operated by hand, and

danger of becoming` unmanageable. The third position, in which the operation of the Wagon is accomplished with less power, is suited for sitions of the geared wheels H I H I will also be serviceable for the purpose of checking the speed of the wagon in its descent on steep roads.

The placing of the traction-wheels G on the rear portion of the wagon is importa-nt, for in ascending hills the entire weight of theoperator and the greater part of the weight of the Wagon rest upon the said traction-wheels, and thus produce a iirm bite of the Wheels upon the surface of the road, and thus insure and facilitate the propulsion of the wagon.

I am aware of Patents Nos. 93,915, 87,769, and 256,120; but none of these show the bodyframe adapted for four Wheels, nor the combination, with such frame and four wheels, of the controlling and speed-changing mechanism. Therefore, while I do not claim anything shown in said patents,

Vhat I do claim, and desire to secure by Letters Patent, is-

Both the first and third pol. The four-wheeled wagon comprising, in 4c combination, the four wheels b b G G, the axles B B', the body-frame A, having auxiliary supporting parts, the hand-lever frame D, consisting of parts K K lo, the shaft J having iliary supporting parts, the operating crankshaft J, having sliding wheels H I', connected by sleeve L, the wheels II I, the hand-operating lever-frame D, having parts K K k, sector N, the connecting-rod E, hand-lever F, and notched sector F, substantially as described.

3. The four-wheeled Wagon comprising, in combination, the body-frame A, four wheels, b b G G, two axles, B B, xed wheels II I, coupled sliding wheels H/ I', hand-operating lever-frame D, and thehand-operating crankshaft J, substantially as described.

4. The four-wheeled wagon comprising, in combination, `the body-frame A, the hand-operating lever-frame D, the speed-changing mechanism C, rear axle, B', having ratchets b2, and loose traction-wheels G, having pawls g2, and the front horizontally-swinging axle, B, having two wheels, b b', substantially as described.

JOHN S. DENNY.

Witnesses:

ROBERT IV. MARTIN, FLORENCE HILEs. 

